Walking traction-engine



2 Sheets-Sheet 1.

(No Model.) 4 E. M. KNOLLIN.

WALKING TRACTION ENGINE.

No. 461,441. Patented Oct; 20, 1891.

witnesses (No Model.) 2 Sheets-Sheet; 2.

E. M. KNOLLIN.

WALKING TRACTION ENGINE. No. 461,441. Patented 0ct.20, 1891.

UNITED STATES PATENT OFFICE.

EDl/VARD M. KNOLLIN, OF LACONA, NEW YORK.

WALKING TRACTION-ENGINE.

SPECIFICATION forming part of Iletters Patent No. 461,441, dated October20, 1891.

Application filed December 3, 1890- Serial No- 373,50'L (No model.) i

To (ZZZ whom it nuty concern:

Be it known that I, ED ARD M. KNoLLIN, of Lacona, in the county ofOswego, in the State of New York, have invented new and usefulImprovements in lValking Traction- Engines, of which the following,taken in connection with the accompanying drawings, is a full, clear,and exact description.

My invention relates to traction-engines designed for hauling purposes,and which are self-propelling, and are also adapted to drivethrashing-machines, &c., and it especially relates to the propellingmechanism.

My object is to produce a traction-engine, self-propelling, in which thepropelling mechanism comprises multiple feet, mounted on the quarterwith relation to each. other in sets on shafts, so that they reciprocatein their movements with the rotation of the shafts and the eccentricsthereon, which directly actuate the feet to lower them to the ground,raise them therefrom, carry them forward, and then again lower them, sothat in a set of three feet one foot will be forward ready to belowered, the next will be on the ground, and the third raised to beswung forward.

My invention consists in the several novel features of construction andoperation hereinafter described, and which are specifically set forth inthe claims hereto annexed. It is constructed as follows, reference beinghad to the accompanying drawings, in which Figure 1 is an isometricalside elevation of the engine complete. Fig. 2 is a top plan of thepropelling mechanism, in which the power is transmitted by crank-powerfrom the driveshaft to the shafts carrying the pedal eccentrics. Fig. 3is a like view of the same, showing gears connecting the drive-shaft tothe eccentric-shaft. Fig. 4 is a rear elevation of the propellingmechanism. Fig. 5 is a top plan of a pedal-foot. Fig. 6 is a bottom planof same. Fig. 7 is a vertical section of same. Fig. 8 is a sideelevation of an elongated and toothed pedal-foot. Fig. 9 is a top planof same. Fig. 10 is a bottom plan thereof.

A is the boiler, mounted upon front wheels and provided with worm-gearand chain steering mechanism, provided with steam-gage, whistle, exhaustsmoke-pipe, and coal and water tanks, and also provided with asteamchest and cylinder on each, substantially as .to each other.

shown, and a steam-pipe leading from the dome to the steam-chest, andthrottle-valve therein, and piston-rod guides. All these parts being ofordinary construction,I do not here describe the same. Strong iron beams1 are secured to the boiler and extend rearward, preferably archingupward, as shown, and upon these beams I mount the drive-shaft 2, uponthe ends of which are disks carrying crank-pins, and 3 3 areconnecting-rods between these crank-pins and the piston-rods 4. In orupon these beams I also journal the shafts o, connected to thedrive-shaft by a crank or gear-and-pinion connection 6. WVhen the gearconnection is used, I mount the .pinion on the drive-shaft and make thegear larger, in order to reduce speed or, vice versa, to increase thespeed. These eccentric-shafts 5 are also connected together by the crankconnection 7, and all these crank connections between the drive-shaftand the first eccentric-shaft and between the eccentric-shafts are allon the quarter with relation Upon these shafts 5 I secure the eccentrics8 in sets of three, (or more;) but I do not limit myself to this number,all of which in each set are arranged on the quarter with reference toeach other. Each eccentric fits and rotates in a seat 9, and has acircumferential packing or babbitt groove.

Each seat is secured to the top of apedalshaft 11, and 12 is a pedalconnected thereto by a ball-and-socket joint 13 or by a hingejoint 14,according to which pedal is used. With the ball-and-socket joint thepedal is constructed in sections secured together by bolts, each sectioncontaining substantially a half of the socket, and the lower section isconcaved to create the edge ridge shown. When I use the long pedal, thelower face is corrugated transversely, and is also provided with lags15, and this roughened face and the lags together operate to preventslipping, while the hinge-joint permits the shank to move out of avertical, and the springs 16, connected to the shank and to the outerends of the pedal, operate to return the pedal to its normal positionwhen the pressure is removed, as hereinafter described. tion of thesepedalsis as follows: When power is applied to rotate the drive-shaft andthe eccentric-shafts and the eccentrics, the pedals The operaare made towalk. In the drawings the pedal a is in position ready to be lowered tothe ground. The pedal 1) is on the ground and is exerting a forward pushto the machine, and the pedal 0 is lifted from the ground ready to beswung forward for another step. In the rear set the pedal 6 has justbeen placed on the ground, 01 is swinging forward, and f has just aboutreached the limit of its stroke, when it will step forward again infront of the other two. The several eccentrics are so arranged that theseveral pedals in each set will swing or step forward withoutinterfering with either of the others, and the joint operation of thesets of pedals on both sides is both to support the rear end of theengine and to walk it forward. They take the place of the ordinarytraction-wheels and the connections for their rotation both to supportand propel the machine. Above the eccentric-seats, or it may be placedon below, a guide 18 is secured to each, extending upward through theguide-plate 17 and fitting loosely therein, so as to permit the pedalsto swing as described.

When I use the long pedals upon rough ground, then the walking willcontract one spring and elongate the other, and as soon as it is liftedto be swung forward for another step the joint action of the springswill throw the foot to a horizontal, and the heel will.

first strike the ground.

It will be seen that when the pedals are operated each will alternatelycarry and support the rear of the engine, and when each is on thecentert-hatis, when the shank is verticalit will receive the weight ofthe engine, thus giving the pedal a grip upon the ground.

By using a cushion 19, into which the ball 13 sets, as shown in Fig. 7,when a pedal steps upon a stone or hump in the road the engine isrelieved of the jar, so that the pedals can somewhat accommodatethemselves to the inequalities of an uneven surface, and to still morerelieve the working parts of the jar I insert a rubber or elasticpacking 20 below the cushion 19.

The ball-and-socket and hinge connections to the pedals give the ankleplay to the pedals and shanks, and with the former connections I dependupon gravity to return the pedal to a horizontal during each forwardstep.

It will be seen that by reversing the movement of the pedalsI can backup in the same manner of walking as in going ahead.

W Vhat I claim as my invention, and desire to secure by Letters Patent,is-

1. A pedal-foot comprising a'base recessed on top, a cushion insertedinto the recess, a bearing-block resting upon the cushion and concavedto receive the ball, a ball fitting therein and connectedto the shank,and a closure fitting over the shank and secured to the base andinclosing the upper part of the ball.

2. A pedal-foot comprising a base recessed on top, a cushion insertedinto the recess, a

bearing-block resting upon the cushion and concaved to receive the ball,a ball fitting therein and connected to the shank, a closure fittingover the shank and secured to the base and inclosing the upper part ofthe ball, and a flexible bootsecured to the shank and to the closure andinclosing the joint.

In witness whereof I have hereunto set my hand on this 5th day ofNovember, 1890.

EDWARD M. KN OLLIN.

